Internal-combustion engine



Jan. 5, 1-954 F. FULKE INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 1 Filed Dec. 27, 1943 INVENTOR. fiEW/YA Z. FUL/(f, We: 1%

Jan. 5, 1954 F. 1.. FULKE 2,664,856

INTERNAL-COMBUSTION ENGINE Filed Dec. 27, 1943 5 Sheets-Sheet 2 INVENTOR. fi /wvk- L. 5/; RE)

Jan. 5, 1954 F. FULKE INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 3 Filed Dec. 27, 1943 I INVENTOR. /Fm/K Z. f KE,

x97 TUE/V5715- Jan. 5, 1954 F. L. FULKE INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 4 Filed Dec. 27, 1943 IN VENTOR.

Jan. 5, 1954 F. L. FULKE INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 5 Filed Dec. 27, 1943 0 f a y M J 6 J 1 f a 0 Z 3 Z 1 6 J 7 fl 1 3% 1 2 m a ,/9 /a g M a \I J 1% M 0 Fatentecl Jan. 5, 19 54 UNITED STATES PATENT OFFICE INTERNAL-COMBUSTION ENGINE Frank L. Fulke, Terre Haute, Ind.

Application December 27, 1943, Serial No. 515,7 49

7 Claims. (01. 12358) The present invention relates to internal combustion engines of the four stroke cycle type and to improved means for utilizing the energy of the explosions of fuel charges in the cylinders thereof and for converting the resultant reciprocatory movement of the engine pistons into rotation of a power delivery shaft. The primary objects of my invention are as follows.

To provide a more effective conversion of the power derived from an explosion in a cylinder of an internal combustion engine into power delivered by a powershaft.

Also, to provide an improved four stroke cycle engin in which the velocity of a piston may be changed during a stroke to increase or decrease such velocity with relation to a constant powershait speed, whereby improvement in characteristics of the intake stroke or the power stroke or the exhaust stroke or the compression stroke, or all of them, may be obtained.

Also, to provide in a four stroke cycle engine for continuing the duration of the power stroke or the intake stroke or the exhaust stroke, or the compression stroke, or all of them, during a greater or lesser portion of one powershaft revolution than the 180 degrees characteristic of conventional crankshaft type engines, whereby improvement in the characteristics of the power stroke or the intage stroke or the exhaust stroke, or the compresison stroke, or all of them, may be obtained.

Also, to provide, in an internal combustion engine having a powershaft and pistons reciprocable on lines parallel with the axis of the powershaft, for an improved mechanism to connect the pistons to the powershaft.

Also, to provide a cam wheel rotative about the axis of the powershaft at half powershaft speed whereby faster opening and closing of valves may be accomplished relative to degree of rotation of said p-owershaft.

Also, to provide, by means of a pair of pistons reciprocable in a common cylinder, in combination with other improvements to be described, for, a more complete utilization of a unit of fuel for conversion into power delivered by a powershaft, it bein common knowledge in the art that the proportion of the power actually effectively produced in an internal combustion engine by a unit of fuel is a very minor fraction of that units potential power, and it is my purpose to enlarge that fraction.

Also to provide means for supplying a cylinder, during one intake stroke, with a plurality of auxiliary vaporized substances superimposed upon gasoline vapor, with means dependent upon variation in engine operating characteristics to govern the admission of such auxiliary vaporized substances.

Also to provide a simple and novel method of supercharging oxygen into the cylinder.

To the accomplishment of the above and related objects, my invention may be embodied in the forms illustrated in the accompanying drawings, attention being called to the fact, however, that the drawings are illustrative only, and that change may be made in the specific constructions illustrated and described, so long as the scope of the appended claims is not violated.

Fig. 1 is a somewhat diagrammatic, fragmental section through an engine constructed in accordance With my invention;

Fig. 2 is a fragmental section taken substantially on the line 2-2 of Fig. l and looking in the direction of the arrows;

Fig. 3 is a fragmental section taken substantially on the line 33 of Fig. 1 and looking in the direction of the arrows;

Fig. 4 is a longitudinal section, upon a somewhat enlarged scale, of a modified form of piston and power-transmitting means;

Fig. 5 is a transverse section taken on the line 5-5 of Fig. 4 and looking in the direction of the arrows;

Fig. 6 is an enlarged longitudinal section through the fuel-supplying means;

Fig. 7 is a transverse section through the detail shown in Fig. 6;

Fig. 8 is a section similar to Fig. 7 through a modified fuel-supplying arrangement;

Fig. 9 illustrates a modified form of support for the power-transmitting ball;

Fig. 10 is a diagram illustrating the cam grooves in plane development and showing the positions assumed by the pistons at various stages of rotation of the power shaft;

Fig. 11 is a somewhat diagrammatic fragmental longitudinal section through a modified form of engine;

Fig. 12 is a view similar to Fig. 4, but illustrating a modified propulsive mechanism in cooperation with a modified cam track;

Fig. 13 is a fragmental bottom plan view of the mechanism illustrated in Fig. 12;

Fig. 14 is a diagrammatic illustration of automatically and manually actuated control means for a supplemental charge-supplying means which may be used in my engine; and

Fig. 15 is a fragmental, somewhat diagrammatic sectional view of means for supercharging my engine.

In a conventional crankshaft type engine of the four stroke cycle type the movement of a piston is exactly the same for all four strokes. Its movement is fixed in duration to exactly onehalf turn of the crankshaft, and its velocities during all four strokes are exactly fixed and predetermined by the turn of the crank from top dead center around half a circle to bottom dead center or vice versa.

Assuming satisfactory carburetion, valves and ignition, the efficiency of the utilization of a unit of fuel for producing power :delivered by the pistons to the crankshaft of a conventional type engine depends upon these factors:

(a) The diameter of piston. (1)) Length of piston stroke. Ratio of compression. (d) Timing of ignition.

(6) Quality of fuel.

There are, besides these, some-other very important factors which, if they could be desirably incorporated, would have a very definitely beneficial influence, but many of which cannot be desirably incorporated in a conventional crankshaft engine. Any or all of them can be beneficially incorporated in the engineI have devised, as follows:

(1) A greater proportion than 180 degrees rotation of the powershaft allotted to the power stroke.

(2) A greater proportion than '180 degrees" rotation of the powershaft allottedto the intake stroke.

(3) A lesser proportion than 180 degrees rotation of the powershaft allotted to the exhaust stroke.

(4) A lesser proportion than 180 degrees rotation of the powershaft allotted'to'the compression stroke.

(5) Afaster piston travel during the first'part of the power stroke and a reduced speed during the latter part (relative, of course, to a constant speed of powershaft rotation) (6) A faster piston travel during the'firs't part of the intake stroke and a reduced speed during the'latter part.

(7) A faster piston travelduring the'flrst'part of the exhaust stroke and'a reduced speed during the latter part.

(8) A faster piston travel during the first part of the compression stroke and a reduced speed during the latter part.

(9) A greater distance of piston travel'during the first part of the power stroke than during the latter part (relative, of course,'to a constant speed of powershaft rotation).

(10) A greater distance of piston travelduring the first part of the intake strokethan during the latter part.

(11) A greater distance of piston travel during the first part of the exhaust strokethan during the latter part.

(12) A greater distance of piston travel during the first part of the compression stroke than during the latter part.

Of course the 12 factors enumerated above impossible of application to a conventional crankshaft type engine, nor have they ever been applied, to my knowledgein any kind of internal combustion engine.

(13) The employment in an internal combustion engine having a single powcrshaft to which all pistons connect, of asingle cylinder having a eliminating the conventional wrist pin bcar and the'connecting rod bearing.

(16) The employment in an internal comb-ustion engine having a single power-shaft to which .all pistons connect, of a single cylinder having a pair of pistons reciprocable toward each other during the compression and exhaust strokes, and away from each other during the power and intake strokes, considered from the vi :point of the volume of fuel charge taken into the c l ider, its density (degree of vacuum) attained c in; the intake stroke; and, during the power stroke, the greater volume to which it may expand related to its volume when received into the cyl inder.

(17) A cam wheel rotative about the powershs axis at half powershaft speed whereby open andclosing of all valves may be accomplishe decidedly less deg cos of rotation of the poise"- shaft, and similar valves of each successive cylinder in an annular ring of cylinders mag. be actuated by only one cam on the periphery of the cam wheel.

(18) Provision for supplying the cylinder witl'i a plurality vof auxiliary vaporized substances superimposed upon. gasoline vapor, in order to secure a more'eifective power stroke, with provision to govern the admission of such auxiliary substances in relation to variable operating c1121?"- asteristics of the engine.

(19) Provision at little cost and with substa." tially no additional moving lnecha'. supercharging the oxygen supply for the In 'my improved engine I have devised means to make favorable application of each and every one of the above described 19 factors, and it may be noted how peculiarly inter-related are the means I have found to apply them and how the application of one of the factors influences the application of others, in fact, how closely inter-related are the factors that one could hardly be employed beneficially in the absence of others.

In Fig. 1 powershaft I has spaced tandem flywheels 2, 2 preferably detachably bolted as at 31, to hubs 36, which are keyed as at 35, to the powershaft. In the space between these flywheels is interposed a plurality of cylinders 3 having their bores parallel with the axis of powershaft 1 and being radially grouped about the powershaft. In each cylinder is a pair of hollow pistons 4, 4' approaching the midpoint of the cylinder during the compression the exhaust strokes and moving away from the midpoint during the power and intake strokes so that recoil forces present in conventional engines are absorbed and eliminated. All the right hand pistons 4 are connected to flywheel 2 and all the left hand pistons 4 are connected to flywheel 2' whereby all the pistons are connected to common powershaft 1.

Spark plug 9 located at the midpoint will ignite an explosive fuel mixture compressed between piston heads 6, 6'.

A suitable port is provided at one side of the middle portion of each cylinder 3 for the admission to or exhaustion of gases from cylinder 3 by means of intake valve 1 and exhaust valve 8. A further valve 16 is provided for a purpose which will be described.

A charge of compressed fuel vapor ignited by spark plug 53 will act upon piston heads 6, 6' to force them apart. It is to be especially noted that, although the two pistons deliver power by reciprocation in opposite directions upon a common line, they transform this energy into rotary movement of a single powershaft by applying their energy to flywheels 2, 2 at right angles to the line of piston travel, by means of grooves i3, l3 and their angularity.

The thought of charging an explosive mixture between two oppositely-movable piston heads constitutes an important feature of my invention; but that concept is of no practical commercial value until coupled with my concept of means whereby the oppositely-directed simultaneous power strokes of those pistons can be caused to act upon a common rotor. Thus, the provision of tandem flywheels on a common powershaft, as disclosed herein, is likewise an important feature of my invention; and the combination of the oppositely-acting pistons in a common cylinder with the said tandem flywheel arrangement is a further inventive feature. Although I have long appreciated the potential value and advantages of the oppositely-acting piston arrangement, I also recognized the impracticability of such an arrangement if the individual pistons were arranged to coact with separate powershafts; and thus it was not until I conceived the tandem flywheel structure that I was able to perceive a feasible application of the obviously desirable arrangement of oppositely-acting pistons reciprocable in a common cylinder under the influence of an explosive charge between them.

On th faces of flywheels 2, 2 which are of substantial width are formed grooves I3, 13' and these grooves are of substantially semicircular cross section. These grooves I3, l3 wind laterally of the faces of flywheels 2, 2' from right to left and left to right as viewed in Fig. 1. Each of these grooves winds about the peripheral face of its flywheel upon a path which travels from a point adjacent one axial edge of that face to a point adjacent the opposite axial edge of that face, and then back to the starting point, in the fashion most clearly disclosed in Fig. and in Fig. 1. The contour of each of these cam grooves l3 and I3, and the functional reasons for that particular contour, will be discussed hereinafter.

In Fig. 1 the elements to the right-hand side of the midpoint of cylinder 3 and th elements to the left thereof work in unison and do the same things, so that in giving a detailed description of the right-hand side of my improved engine it may not be necessary at all times to mention the left-hand side and say that those elements are doing the same thing.

Piston iis bored at its side as at I4 (see Fig. 4) and into bore I4 may be placed a stud l5 formed on a side of connecting rod I6 to associate it with the piston. Rod I6 is bored at [1 (Fig. 1) and provided with a suitable bearing [8 for stud E9 of a cup shaped element 20 having a substantially semispherical cup 2| holding a large hollow hardened and polished ball 22. The engagement of ball 22 with cup 2| is an engagement in which full floating ball 22 is perfectly 6 free to turn or move in any direction about its own center. Cup 2| may also rotate on stud l9 journalled in rod I6.

Approximately half of ball 22 is engaged by cu 2| and approximately the other half of ball 22 projects into groove I3 of flywheel 2, this groove being of semi-circular outline to permit a full line contact with the surface of ball 22, and being hardenedground and polished.

Referring to Figs. 1 and 3, it will be seen that an annular end housing 28 supports internally an annular series of guide elements 21 corresponding in number to the cylinder-piston assemblies of the engine, said guide elements being secured to said housing by screws 29 or the like. Each of said guide elements is formed to provide a trough paraxial with the shaft 1, and having a floor 26 and upstanding lateral walls 24 and 25 with which the bottom and lateral surfaces of the associated piston rod l6 have a snug fit. It will be clear that that portion of the end of rod l6 which carries the element 20 and ball 22 is rigidly guided in the guide element to move in a path parallel with the axis of shaft Thus piston 4 will reciprocate on a straight line without any angular pressures being placed on the piston. This is certainly a desirable improvement over conventional engines in which pistons are under severe lateral pressures.

In a conventional engine the power stroke is of course degrees of crankshaft rotation, as are the intake, exhaust and compression strokes, and the lateral angle of pressure on the pistons varies quickly from zero to perhaps 45 degrees, then back to zero in turn of the crankshaft.

It has always seemed to me that the great weakness of the so-called barrel type engines has been the element connecting the pistons to the powershaft. I know of none other than the ones I have contrived which, from the standpoint of strength and durability, could be considered anything but a great sacrifice, in comparison with ordinary connecting rod bearings of a conventional crankshaft type of engine. It must be considered that the connection between piston and powershaft must necessarily be at a considerable distance from the powershaft axis so that the peripheral speed of the powershaft element to which the pistons are connected is simply tremendous at the point of such connections. If the flywheels 2, 2 are of 14" diameter, the peripheral speed at 4,000 B. P. M. would be about 240 feet per second. It is not conceivable to me that any form of propulsive connection between piston 4 and flywheel 2 could be satisfactorily contrived to meet these conditions, except an outright full floating contact. In recognition of this I have deliberately contrived my organization to employ an outright floating connection to the best possible advantage by employing semicylindrical groove :3 in the peripheral face of flywheel 2; with a large hollow steel ball 22 in full line contact therewith and in full floating contact with cup 21 carried swivelly by piston rod 56; and by appropriate guiding elements, I have devised means to counter the severe thrusts thereby expectable.

Owing to the sharp bends of groove l3, the line contact provided by my ball 22 is the only kind of contact that could rapidly follow these bends and maintain full contact without either binding in the groove or having too loose a relation with the groove. Therefore the spherical shape of ball 22 and the semi-cylindrical shape of groove K3 are definitely functional.

This-is not a small sveak finger-'in-groove connectlon. It mustv also be remembered that when the intake stroke occurs, also if a cylinder does not :fire, the piston ll must be pulled \quickly through itsoutbound :stroke. Whatever connection with the powershaft .is employed must withstand terrific jerks-as as well as extreme speeds at the point of contact, :and with these dents in mind the weakness :of the connections employed in barrel type engines with which Iram familiar becomes readily apparent.

It is, of course, to be understood tthatralljriotion points any engine are .to be constantly bathed, preferably :by forceful jets of -'oi1 at all times while the engine :is :operating. Also that the hue of contact iof .hall :22 .is constantly :sh'ifting, so that no focusing rof wear may "occur .upon the ball. It may also :he considered that the curvature of ball '22 approaches :zero at'its vmidpoint, relative '.to the lateral thrust :involved against its cup .2! byreasonrof pressure engagementagainst the lateral walls of groove .13. So I make "the engagement of cup 21 and of groove i3 extend as nearly to the midpoint of ball 22 as possible so as to reduce thisthrust to ;minimum. Ball 22 is formed hollow reitherzby :casting or by welding 'two stamped fhalvesttogether, and rod it is preferably "channeledgso dahat' the weight of these rapid1y :reciprocating :parts imay be reduced to minimum.

Shims 39 may be interposed between .guide elements 2'5 and their seats in the housing 28 for obtaining-a close 'fit of the 'related parts.

A disc shaped end housing 3: supports my powershait l by means of suitable bearings :32, and has open spaces as at 3? closed by cover plates 34.

If cover plate .34 isremoved, guideelement 21 may, after removing screws 29, be withdrawn endwise from annular housing 28. Stud of rod It may then be withdrawn from vbore M in the piston 4 and when this happens ball -22 will disengage from groove [3 of flywheel 2 so that the piston rod :5, cup and b21122 maybe readily withdrawn from the engine for .repair or replacement.

The reaction of the balls .22 upon the groove i3 will be such as to tend to wipe the groove sur face free of oil. Therefore, as is clearly illustrated in Figs. 1 and 3, I provide a series o'I' lubricant pipes '55, all connected :to a header leading from a source of lubricant 'under pressuraand each formed witha plurality of delivery ports 5'5. Each of such pipes '55 is so positioned that it lays a curtain of oil upon the entireaxia'l extent of the peripheral surface of the flywheel immediately in advance of each-of the balls 22; i. e., upon an axially-extending portion of that surface which is just about to move into contact with such ball. Thus, a quantity of oil is deposited in the groove substantially coincident with the line of engagement therewith of each ball 22, thus to be interposedbetween the ball-and the groove surface to minimize wear therebetween.

Figs. and '5 illustrate a modification of the connecting rod and guide illustrated in Fig. 1. The connecting rod 80 is at oneend detachably connected to piston -6l as previously described and at its other end is flattened at -62 and perforated with an eye (33 sizedclosely toaccommodate'the diameter of ball 64. Flywheel flangeBS is provided with a cam groove -66 of reduced semicircular cross section and it will *be noted that this flange has been substantially reduced S in weight. Preferably the flange '55 may 'be cast with groove 66 almost to size, so that minimum machining and grinding will be necessary to finish it.

'Ball 54 takes into flywheel groove 66 and at its opposite side takes into a longitudinal groove 6.! ofreduced semi-circular cross section formed in guide 1251001; '63, -At its :middle, ball 64 fits into eye 63 of connecting rod 60 so that it will move with rod 6'0 at-a'll times. Obviously ball 64 now not only has the function of propelling the lilywheel but, by its engagement in groove 6'! of guide 11110011 '68 it also has the functions of-guiding the -reciproca tion of the piston 6! upon a straight line and of resistin-g thrusts angularly related to the line of reciprocation-of the piston 61 and occasioned by its propelling engagement with flywheel groove ifi. It may be noted-that all engagements of the ball 64 with all other elementsare line engagements, namely, in flywheel groove '66, guide block groove 6! and connecting rod eye T53, whereby friction is reduced, there being no appreciable surface frictional area whatever. Ball 64 is of course iull floating in that 'it is perfectly tree to constantly shift its spherical surface wh reby the "three line contacts upon its surface are constantly shifting-and no focusing-of wear upon ball '64 can occur. It is also to be understood that pressure jets of oil are constantly playing upon all engaging surfaces during theoperation of the engine. In the foregoing modification it should also'be evident, as'in Fig. 1, that by "endwise removal of guide block -88 the piston, the connecting rod, and the ball, may be readily removed from the engine for inspection or repair, and shims conveniently may adjust the proper flt of associated parts.

I igs. l2 and -I 3:i1lustratea simple modiflcation of'the cam groove 1-3 of Fig.1 inwhich the cam groove becomes a track 86 of rectangular 'cross section projecting outward from the peripheral face 810i flywheel 85. 'This track '8'6 'has 'side walls 58, 83 andisdisposedaroundthe peripheral face-91 o'f flywheeHlS exactly in the same manneras thegroove i3'0f "Fig. l-and itfunctions in thesame way.

Piston rod -82 carries a "swivel element 92 preferably by'means of-a bore 9'0 in rod 8'? into which a stud 91 formed-centrally of swivel element 92 is fitted to journal. Spaced equi-distant from stud 9! the swivel element "92 has a further pair of studs 93, =95 which carry rollers 9-1, 96which maybe conventional ball bearing assemblies in which the outer races of such assemblies act as rollers to engage sidewalls 58389 of track 86,

It has previously "been explained how in Fig. 1 the ball 22 may "at all times maintain a full line contact with the-semi-cylindrical groove [3 regardless *of the sharp lateral deflection of groove 13, so that there may 'be no binding, nor may'there'be any looseness at anytime between the propelling "ball '22 and the flywheel '2 which is being propelled.

Assuming the thickness of track '86 to be exactly one inch 'bein een sidewalls 83, '89 at all points,then I'propose to so dispose the centers of studs 53, "95 that the rollers 94, 5 will be L001 inches apartand will therefore have proper opeiative'contactwithsthe sidewalls as, 89 of track 8'6 at all times.

But track8l6 deflects sharply laterally,.and the only way I can provide 'for this is to provide that the line .connectingthe axes of studs .93, 95 mayiree'ly shift so as to always be at right angles to track 86. This function is of course performed by stud ti swivelling freely in bore 90 of the piston rod 8?.

It will therefore be seen that contact of the propelling ele .ent carried by piston rod 81 with the cam track 36 is a full floating contact that will oscillate laterally of the line of reciprocation of the piston as track 86 deflects laterally of the face 9? of flywheel 85. Obviously rollers 94, 96 will spin continuously, without change of direction of rotation, at all times the engine is in operation. Obviously also the jets of oil provided by lubricant pipes 55 will at all times provide adequate lubricant to the rapidly spinning rollers. Likewise it should be apparent that the piston rod 87 may, like piston rod 56 of Fig. 1 be provided with guiding surfaces for cooperation with stationary guiding surfaces to guide its reciprocation upon a straight line and resist lateral thrusts resulting from propulsion of the flywheel In order to better understand the explanation of the operation of my engine, it seems advisable to assign some dimensions to its various parts as follows.

These dimensions are applied only to the specific example under consideration and of course by appropriate modification of the dimensions power units of greater or lesser size may be constructed.

In one suitable embodiment of my invention, the diameter of ball 22 is 2 inches, the diameter of the flywheels 2 and 2 is 14 inches, the diameter of pistons a and 4 is 3 inches. The piston stroke is 5 inches.

The volume of a vaporous fuel charge drawn into a cylinder 3 inches in diameter by a 5 inch stroke of a single piston would be approximately 35 cubic inches. Let l\L represent the mass of 35 cubic inches of such a charge at substantially atmospheric pressure. Then mass M of fuel charge would be drawn into a conventional type of cylinder with a fixed dome by a 5-inch stroke of a piston 3 inches in diameter. Then the 5-inch strokes of my two pistons would, if not otherwise controlled, draw mass 2M of fuel charge into my cylinder. But, for reasons to be explained, I want to draw into my cylinder only the same mass M of fuel charge as would a conventional engine, so I will have to close my intake valve 7 when only 2 inches of my 5-inch stroke of each of my pistons 4 and 4 has occurred. Then the remaining 2 inches of intake stroke of each of those pistons will stretch or rarefy the charge of fuel of mass M which, at substantially atmospheric pressure occupies a volume of approximately 35 cubic inches, to a volume of approximately 70 cubic inches, That is what would happen if nothing else of a special nature occurred. Preferably, however, I will, suitably following the closing of intake valve 1, and under suitable conditions, as for example when the engine is hot, permit a valve 76 (in a fashion later to be described) to admit to the cylinder an auxiliary charge of vaporous material which I may desire to add to the standard explosive mixture.

If, on the power stroke, my valves are closed during substantially the entire strokes of the pistons i and it will be seen that I will be able to utilize the ex ansion of the products of combustion within the cylinder, to a volume of approximately Q'O cubic inches; i. e., twice the volume occupied by mass M of the original fuel charge at atmospheric pressure.

The mass (and v lume at atmospheric pressure) of vaporous material admitted auxiliarly through the valve it may be varied to suit conditions, but, because of the means which controls its admission, will always be insuihcient to increase the pressure within the cylinder, at the limit of the intake strokes of the pistons 4 and i, to atmospheric value. This possibility of utilizing the expansive forces of the products of combustion to an effective volume materially exceeding the volume occupied, at atmospheric pressure, by the unexploded charge is a radical. departure from conventional engines in which the volume to which the exploded charge may expand is only that volume which the original charge occupies when it is received into the cylinder.

In Fig 1, wheel 33 journals upon powershaft by a suitable bearing 39. Gear ll which is fastened to powershaft I, drives a spur gear a! and gear M drives gear both of which are journaled as at 43 in a bracket 44 which is rigidly bolted to inner surfaces of the engine as at 55. Gear 42 is in mesh with teeth formed internally of flange 46 of wheel 38, and the foregoing gears are so proportioned that wheel as will make one revolution about the axis of powershaft i to every two revolution of powershaft i.

Powershaft I rotates oounter-clockwise when viewed from the right hand end of the engine as in Fig. 2. Therefore wheel 38 will also revolve counter-clockwise as shown in Fig. 2.

Flange 46 carries upon its peripheral face a single cam 41 at its right hand side as seen in Fig. 1 and carries another similar cam l'i' at its left-hand side. The cam 41 controls all the intake valves 1. Cam 4'! has at at (Fig. 2) the sloping walls necessary with any valve cam for the gradual lifting of push rod it to open valve i, it being realized that this sloping wall 58 must of necessity occupy a certain number of degrees of one revolution of powershaft i. In a conventional engine having the usual camshaft with conventional cams formed at small distance from the axis of the camshaft it is readily understood that the cam surface necessary for complete lifting of the push rod occupies a very considerable number of degrees of one rotation to get the valve compeltely open. This is not at all desirable. It may now be clearly understood that since flange 46 is disposed at a long distance radially of my powershaft axis, the number of degrees of powershaft rotation occupied by my cam lifting surface 48 is exceedingly mall when compared with conventional valve cams.

Push rod 49 actuates a rocker arm 53 to press upon the valve stem 5| to open the valve i. It is to be understood that only conventional applications of push rods, rocker arms, etc., are involved so all these parts need not be shown and described in detail. It is, however, to be understood that my cam surface 48 opens the intake valve of each cylinder in turn, as it revolves, so that when wheel 38 has made a complete revolution every cylinder will have in turn had its intake valve opened. The peripheral distance on flange 46 that the cam ll extends will, of course, govern the time each valve remains open, and it will then close very quickly, as described regarding the rapidity of its being fully opened.

The other cam surface on flange 4t actuates all the exhaust valves in turn, just as described for the intake cam 41.

In Fig. 2 the intake valve 5 has just been opened as it appears in Fig. l with piston just ready to commence its intake stroke.

Intake valve i cooperates with inlet 58,.ancl to the intake inlets 58 of all the cylinders annular tube t connects, the tube 59 also has'ducts which connect with carburetorssuitably mounted on the engine.

Exhaust valve 3 cooperates with outlet 52 and to the exhaust outlet 52 of all the cylinders annular tube 53 connects, and tube 53 alsohas suitable ducts to vent the exploded gases to atmosphere.

I have not complicated my drawings nor shall 2 unnecessarily clutter up my description with details about some of the things just as common to conventional engines as to mine, such. things being fully understood. by any person familiar with the art. I show nothing of a cooling system, nor of those portions of a lubricating system, apart from my tubes and their directly associated parts. The arrangements for-water jacketing, etc., may be easily accomplished by ordinary mechanical ingenuity, no invention. being involved. A conventional distributor-may be employed, connected to gear 5 secured outside my engine to powershaft 5. Conventional carburetor and fuel pump mechanisms may beemployed'. A conventional starting motor may be secured to end housing 3i with-its starting gear adapted to mesh with an annular gear secured to the side of flywheel 2.

I contemplate the middle unit of myengine as an annular casting having all the cylinders accurately bored throughit at once by a suitable machine tool. Naturally this casting would be suitably cored. for the water jacketing and for the inlet and exhaust passages. Provision would also be made for the passages through which all the push rods a3 are disposed radially to powershaft i, also for mounting rocker arms E J'SuitabIy;

I contemplate my two end units 23, 28 eachnular castings properly machined for receiving guide elements 21.

I contemplate my flywheels 2, 2 as wide. annular bands with grooves i3, [3" formed by suitable machine tools cooperating with a special cam which will control and synchronize'the latera1 feeding movement to form; groove 13 in conjunction with the rotary feeding movement necessary to machine groove [3 peripherally about flywheel 2.

Having described the various elements of my engine, it will now be in order to describe in detail what happens during each of the four strokes of piston 4 to accomplish. one complete four stroke cycle while powershaft. l, is making two revolutions.

Intake stroke In Fig. 1, the lowermost piston 4 is at its innermost position in cylinder 3, ready to start its intake stroke, and intake valve 1 has just been rapidly and completely opened. Flywheels 2, 2 are revolving with the powershatt in counterclockwise rotation as viewed in Fig. 2. The ball 22 is in that portion of'the groove [3 at the extreme left-hand portion ofthe peripheral faceof flywheel 2 as viewed in Fig. 1, and the corresponding ball associated with aligned piston 4' is in that portion of the groove H5 at the extreme right-hand portion of the flywheel 2. Now as flywheel 2 moves its groove l3 defiects to the right relative to the position of the ball 22 which can reciprocate only on a line parallel with the axis of powershaft i. So groove [3 will draw ball 22 toward the right along its line of reciprocation, and of course piston 4; will be drawn 12 outwardly relative to the midpoint of the cylinder, and a charge of combustible vapor will be drawn into the cylinder. It must be remembered that the left-hand piston 4 functions simultaneously, oppositely, and in unison.

Groove I 3 deflects very sharply to the right (see Fig. 10') from point A to point B which is about 60' degrees of rotation of powershaft I. Then groove l3 ceases to-deiiect rapidly and from point B around to' point C, which is about degrees from point B, it deflects gradually. At point C of" course the full intake stroke will have been completed and piston 4 will have moved to its extreme right hand location in cylinder 3.

Intake valve cam 47 on the periphery of wheel 38'occupies 30 degrees of the arc of flange 46, which means that intake valve '1 will close as soonas-flywheel 2 has moved around 60 degrees of-the intake stroke, which is from A to B. And the distance to the right which groove I 3 has moved during this time is half the total piston movement of 5 inches which ball 22 must make in following groove 13- from A to C, through the entire 240 degree intake stroke. Therefore piston 4, in conjunction with left-hand piston l, will have drawn into the cylinder at point B, a mass M of'combustible gasoline vapor just equal to the mass that a conventional engine having a 3 inch diameter piston and 5 inch stroke would have drawn in during its full intake stroke.

It will now be clear that an arbitrarily limited charge of gasoline vapor has been drawn into cylinder 3 during 60 degrees rotation of the powershaft, and that intake valve 'i' has closed.

Each piston has traveled 2 inches of its total 5 inch intake stroke, so that the inducted charge is limited to 35- cubic inches volume.

Piston :1 will now continue on to the finish of its stroke, moving another 2 inches during degrees further rotation of the powershaft. Obviously, with intake valve 1 closed, such piston movement will at once commence stretching the limited inducted charge, in other words, rapidly lower its density. The effect of this upon the charge will be to promote the fragmentation of its vapor globules and their diffusion, to better prepare the charge for subsequent combustion. Now, when piston 4 has moved about 1 inches farther than its original 2 inches of motion the density of the fuel charge will be reduced about 50% lower than when it was received into cylinder 3. At this point ball 22 will be at posi tion E in groove [3 about midway between point B and point C.

At this point I have contrived to provide, under suitable conditions, for the introduction and mixture with my limited charge of gasoline vapor of an auxiliary charge comprising a plurality of other types of vapor.

Oneof these may preferably be water, and the other a combustible substance. In some instances the latter preferably be a material cheaper than the gasoline which has been introduced in the first part of the intake stroke but it may include any gaseous or liquefied gas or liquid substance of a combustible character which may be converted into a gas or extremely fine vapor form in the combustion cylinder. EX- amples of the various types of materials which may be employed as the supplemental fuel include such substances as gasoline. kerosene, diesel fuel, benzol, xylol, toluol, methanol, ethanol, propanol, methane, etc., as well as the various additive agents now being used especially in high octane aviation gasoline to increase the latters 13 power. It is understood also, of course, that any necessary supplemental air or oxygen will be included with the supplemental fuel to give the required degree of combustion.

For the accomplishment of this I provide my cylinder 3 with a further valve 16 in addition to its conventional intake valve 1 and exhaust valve 8. The valve 16 has a stem 11, a spring 18 and adjusting nut 19 which adjusts the tension of spring 18 to prohibit the opening of valve 16 until a required suction effect is obtained b the process of lowering the density of the original charge provided in cylinder 3. In this way, at approximately the point E, the valve 16 will be drawn open and it will admit into my cylinder 3 under a powerful suction, a limited amount of vapor of supplemental fuel and of water vapor.

Supplemental fuel vapor manifold 80 is an annular tube around my engine and at each cylinder is attached to connecting duct 8|. Water vapor manifold 82 is an annular tube around my engine and at each cylinder is attached to connecting duct 83.

In Fig. 14 tube 82 represents the water vapor manifold 82 of Fig. 1. Likewise tube 80 represents the fuel oil vapor manifold 83 of Fig. 1. Likewise tube I represents a modification of exhaust manifold 53 of Fig. 1. Likewise tube 59 represents the intake manifold 59 of Fig. l. A water tank supplies water to the bowl of a carburetor I33 which may be of conventional design excepting for a jacket I34 through which hot exhaust gas from manifold I30 may pass. A further tank containing a supplementary fuel for example, cheap fuel oil, supplies this fuel oil through a tube I 36 to the bowl of a carburetor I31 which may be like carburetor I 33 having a jacket I38.

Jacket I34 connects by duct I39 with exhaust manifold I 33 for receiving hot exhaust gases which pass out through duct I40 and are returned to manifold I30. A scoop I4I pivotally carried by a shaft I42 takes into manifold I36 and is manually adjustable by a lock nut I43 to position the scoop to deflect a desired quantity i of hot exhaust gases into duct I33.

Duct I44 is supplied with hot exhaust gases from manifold i523 by a scoop like I4! and after heating bowl I38 of carburetor I31 these gases pass into duct I43 and so back into the ex haust manifold I313. The respective scoops for each carburetor are adjustable and may be set and locked to provide desired amount of heat to carburetors I33 and I31 when engine is hot.

Jacket M5 surrounding hot gases duct I43 has an opening I45 to admit air which is warmed and then goes by duct I41 to carburetor I 33 where the water vapor is mixed with it, then it goes through duct I48 into a jacket I 49 surrounding exhaust manifold 533. Since this exhaust manifold is red hot when the engine is running under load the vapor contained in the air will be heated to a dry steam degree of fragmentation of the vapor globules. Then it passes through duct I50 into the water vapor manifold 82 for reception into the cylinders through their respective auxiliary valves 15 as previously described regarding Fig. 1. Duct I5I takes air from jacket 645 to carburetor I31 Where the fuel oil vapor 7 is mixed with it, then it goes through duct I52 into a jacket I53 surrounding exhaust duct I33 where it is heated, but not heated sufiiciently to flash, then it passes through duct I54 to the fuel oil vapor manifold 86 for delivery into the cylin- 7 l4 ders through their respective auxiliary valves 16 as described.

A pressure relief valve I55 is provided in jacket I49 to insure against dangerous steam pressure developing for any reason.

Tube I 56 is connected into the water cooling system of the engine so that when the engine is hot the hot water will circulate through tube I56. A thermostat I51 has an arm I58 which will move counterclockwise when the water in tube I56 is heated. By means of rod I59 a lever I60 will move to open a butterfly valve IBI in tube I 48 and so permit the carburetor I33 to supply highly heated water vapor to the engine only when the engine is hot, since lever I53 of thermostat I51 will move clockwise to cause butterfly valve I6I to close when the water in tube I56 is not hot.

The end of rod I59 is threaded to permit considerable adjustment by means of clamp nuts, for its connection to lever I63.

A thermostat I52 likewise cooperates with the temperature of the water in tube I55 to control the supply of fuel oil vapor to the engine, and in the same manner.

The admission of supplemental vaporous substances shall not only be responsive to engine temperature as described, but it should also be responsive to engine speed and load so that at idling speeds or negligible loads none of the supplemental substances should be admitted, and the engine should automatically run on gasoline vapor only.

So Fig. 14 also illustrates how the admission of the supplemental vaporous substances is made responsive to engine speed and load.

A conventional accelerator pedal I33 pushes a rod I 64 which controls gasoline carburetor I65 by means of butterfly valve I 63 in duct I 61 which is connected to the annular intake manifold 59 illustrated in Fig. l.

A spring I68 influence valve I63 to close to an adjustable idling speed in the conventional manner unless pedal I33 is depressed. When pedal I63 is depressed beyond the position shown in dotted lines the engine would be rotating at relatively rapid speed or under substantial load. When this happens a pin I59 will engage and push forward from abutment IN a bracket I13 sleeved upon rod I 34, against tension of spring I12. Bracket I13 pushes a rod I13 which controls butterfly valve I14 positioned in series with valve IBI in duct I48 which supplies water vapor to the engine. Obviously, opening of valve I GI under the influence of thermostat i 51 will not result in supplying water vapor to the cylinders of the engine unless valve I14 controlled by pedal IE3 is open; and closure of either valve IEI or valve I14 will cut off that supply.

In like manner bracket I 10 pushes a rod which controls a butterfly valve I15 in duct I52 which supplies fuel oil vapor to the engine, so that such supply is controlled by pedal 53, conjointly with thermostat I62. Therefore I have provided that my engine shall not receive supplemental vaporous substances unless the engine hot, and not even then unless desired conditions of speed and load exist.

Gasoline carburetor I65 receives its air supply by means of duct I16 from jacket I45, from which the water carburetor I33 and the fuel oil carburetor I31 also receive their supply.

In the description and drawings thus far I have illustrated auxiliary inlet valve 15 as adjustably spring actuated to respond to suction of the piston for admitting auxiliary vapor to supplement the gasoline vapor charge. While this maybe preferable, particularly in the design of an engine to thoroughly test various applications of the ideas herein expressed, all the valves '55 in the engine could of course be actuated by a single cam upon the periphery of cam wheel 38. As a matter of fact, if a supercharging device is employed the auxiliary valves I6 should be cam operated. And it should be obvious that, while I illustrate and describe a plurality of diiferent supplemental vapors as being handled through the one auxiliary valve 16, there may, if desired, be several such auxiliary valves, one for each supplemental vapor to be introduced.

In the combustion of the gasoline vapor, especially when mixed with supplemental vapors, additional quantities of oxygen would be desirable, this being particularl important if such an engine were used for aircraft, and I have been able to contrive for such supercharging in my engine withessentially no additional parts or moving mechanisms to accomplish it. The key to the idea of how this may be done lies in the previously emphasized statement that my pistons and their piston rods are by the nature of my engine forced toreciprocate on straight lines. This of course is not true of crankshaft type engines.

In Fig. 15 my cylinder I'i'! is similar to cylinder 3.-of Fig. 1 with a few additional features. Piston rod IIB- is similar to, and functions the same as, rod I6 in Fig. 1, except that it is of circular cross section. The ends of cylinder I?! are closed by endcaps I'IS, provided with bushed apertures I19 through which the piston rods slide.

A port I86 through a wall of cylinder I'll provides a passage through which piston I8! may pull air from atmosphere into cylinder I I! during the exhaust and compression strokes of piston I8I and a check valve I83 is provided. A further check valve I82 at the lower edge of cap I'i9 opens to exhaust this air into the engine crankcase during the intake and the power strokes of piston I8 I. Both these check valves otherwise remain closed by their springs.

In order to lubricate the walls of cylinder I'I'I notwithstanding its crankcase end. being closed by cap I19 I provide an oil tube I84 taking through cap I18 which, while the engine is operating, will direct a very fine stream of oil under high pressure against an upper wall surface of cylinder I", so that piston I8I may work and spread this oil over the entire surface of the cylinder. The surplus oil thus provided beyond that needed by the frictioning surfaces will constantly accumulate at the lower side of the cylinder adjacent to check valve I82 and so it will constantly be ejected into the crankcase with the air compressed by piston I8I during each intake and power stroke.

The effect of this will be to build up in the crankcase an appreciable air pressure. The crankcase air will, as usual with crankcases, be full of finely fragmented oil particles.

At the end of the engine a large oil trap I85 is provided at its lower edge with an opening I86 to admit this compressed air and to permit trapped oil to drain out of trap E85 and at its upper edge it has an outlet I87 through the end of the engine, connecting with duct I88 which will convey the compressed air to the inlet I46, Fig. 14, of the jacket I45 from which the carburetors I65, I33 and I31 all receive their air supply. These carburetors supply the manifolds 59, 80, and 82 shown in Fig. 1. Thus the compressed air will be received into the cylinder 3 through intake valve 1 during the first halfof the intake stroke of piston 4 bearing gasoline vapor, and under proper conditions through an auxiliary valve such as T6 bearing supplemental vaporous substances, it being understood that the auxiliary valve is to be modified to provide for its operation by a single cam or cam wheel 38 as previously described. A valve I89 in duct I31 controlled by lever I99 is conveniently controlled by the engine operator through control rod ISI so as to regulate the degree of supercharging at will, since movement of valve I89 from the position shown will decrease the pressure in tube I88-by venting air to atmosphere.

Air volume pulled. from atmosphere through check valve I83 will be the volume provided by the 3" piston stroking 5 inches, or about 35 cubic inches (less of course the slight displacement of piston rod I18). The air volume supplied to carburetors I65, I33, I31 will of course be about '70 cubic inches since the pistons at the left of cylinder I-TI- work in unison and do the same as those at the right. But if about '70 cubic inches will be furnished the carburetor during one stroke of piston I8 I it follows that about cubic inches will be supplied the carburetors every time the carburetor supplies the 35 cubic inch volume of air required by the two pistons in moving 2 inches while intake valve I is open, as previously described, since 2 strokes of the 4-str0ke cycle are delivering compressed air to the engine crcnkcase. Manifestly therefore, here is a supercharger that will, with almost no added parts or moving mechanism, and at the expense of a slight amount of the engine power, provide for a supercharging of 3 to 4 times the normal amount of oxygen into the cylinder 3 with the gasoline vapor and such supplemental vapors as are admitted during each intake stroke of the piston.

I provide against dangerous pressures in the crankcase by a relief valve I29. The pressure will of course rise while the engine is operating to almost 4 times atmospheric pressure.

By the selectively controllable admission, as I provide, of an additional quantity of supplemental fuel, preferably cheaper than gasoline, and the selectively controllable admission of an additional quantity of oxygen at least partly in the form of water vapor, together with means suitably coordinating all such supplemental admissions with related engine factors such as temperature or speed, I have contrived novel means for desirably varying the k nd and quantity and conditions of admission of the supplemental chemical elements that I provide, during my peculiar intake cycle, for subsequent compression and combustion with my initially limited charge of gasoline vapor. For by the application of suitable conventional thermostatic or other controls, the admission of such additional. hydrocarbons or other combustible material and water vapor may be at all times and under all conditions automatically controlled to conform to various other factors involved, such as engine temperature and engine speed.

If desired, the moving parts of my cylinder and piston which come in contact with the hot products of combustion may be constructed of stainless steel or chromium plated or otherwise constructed to reduce or obviate corrosion.

If desired, also, I may construct the piston head or other parts of the cylinder of catalytic metals which facilitate the reaction of the water vapor with the hydrocarbons to give combustible mixtures of improved properties.

Compression stroke When final point C of the intake stroke is reached, groove 13 changes direction and draws piston 4 to the left to start the compression stroke, which will continue from point C to point A, a total of 120 degrees. Note however that in the first one-third of the compression stroke, or 40 degrees from point C to point D, groove l3 deflects so sharply to the left that at point D it has caused piston 4 to move through half its compression stroke. Since the portion of groove 13 extending from point D to point A occupies 80 degrees of rotation with only half the compression stroke to be completed, the speed of the stroke will be retarded as compression builds up, which will minimize compression bump.

Power stroke Compression having been completed and the groove [3 having shifted piston 4 to the extreme left-hand position of its movement, the engine has arrived at what we would term top dead center in a conventional crankshaft engine and the power stroke will begin.

At or somewhat ahead of this point spark plug 9 will ignite the compressed charge. compressed charge will, by reason or the higher degree of vaporization accomplished by previously stretching it to a higher degree of vacuum, ignite throughout its mass at a rapid rate, and by reason of the additional quantity of hydrocarbons and water vapor as provided for, the chemical reaction known as explosion will afford a more powerful energy topush my pistons quickly and violently apart.

This is not desirable in a conventional motor, witness the use of a lead compound ethyl to purposely retard the rate of complete combustion of the charge for the purpose of preventing knock immediately upon ignition. Of course there would be an objectionable knock in my engine, as I deliberately increase the rate of ignition and combustion of the charge, if my combustion chamber had a fixed combustion head at one side and a piston at the other side resistof any appreciable expansion of the ignited charge.

On the other hand, in my engine two pistons commence rapidly to move apart immediately upon ignition and whatever rapidity of piston motion is thereupon attained has, by reason of the two pistons, the effect of doubling the rapidity and volume of expansion permitted the ignited charge. And, besides this I shall show that my piston speed acceleration itself is much faster than is possible with conventional construction. As a matter of fact, under the force of rapid and complete ignition of the charge my pistons immediately lunge quickly apart. I

In Fig. 1 it will be seen that groove l3 starts at once to deflect to the right. This means that as the driving force of the piston acts through the contact of ball 22 with groove 13, a rotative force will be transmitted to flywheel 2 of powershaft I, forcing the flywheel to turn counter- =clockwise as viewed in Fig. 2

It may be noted here that the force applied to my powershaft for producing rotative energy is applied directly to the flywheel and through it to the powershaft; not to a crankshaft and through it to a flywheel.

Now, from point A, the beginning of the power stroke, to point B is 60 degrees of rotation of powershaft I, or only one-fourth of the 240 degrees from A to C which I provide for my total power stroke. But groove [3 inclines so rapidly to the right from A to B that piston 4 will move half the 5 inches of its entire power stroke while travelling through the 60 degree portion of the groove i3. In other words, considering both pistons 4 and 4' it will be apparent that within 60 degrees or rotation of my powershaft I have arranged for an expansion in volume of my ignited charge exactly equal to the total expansion that a conventional engine with a 3 inch iston and 5 inch stroke could permit in its full stroke consuming a time element of degrees rotation of the powershaft. The rapidity of expansion of the gases is therefore tripled, relative of course to degrees of rotation of the engine powershaft. In this way, as described by the foregoing, I overcome the knock attendant upon rapid com plete ignition. I want the thing that expensive lead, compounds must be fed to a conventional engine to prevent. I want my two pistons to lunge quickly and violently apart, because I want this live full bundle of-energy applied through. ball 22 to flywheel 2 to produce powerful rotative energy of my powershaft Other factors now enter the picture. Once combustion begins, a time factor is involved in its full completion and a volume of expansion factor is likewise involved.

So, in recognition of these factors, I have contrived my groove 13 to flatten out at B so as to distinctly decelerate the speed of piston 4 during its stroke, whereby from B to 0 through a full half turn of my powershaft a proportionately very large time factor is provided to fully complete the combustion of the charge.

As to the expansion factor, I have first above explained in detailed description of the intake stroke how the mass of gasoline vapor charge initially taken into cylinder 3 is the same asthat taken into the cylinder of a conventional engine having 3 inch pistons and 5 inch stroke, and that that fuel mass has expanded, at point B of the power stroke, to the full 35 cubic inch volume to which it could expand in the full 180 degree power stroke of a conventional engine, so that it will now be apparent how, by continuing the motion of my pistons 4, 4' from point B to point C the expansion of my ignited gases may continue until they reach double their volume at point B, which is, of course, 70 cubic inches and double the expansion the same size gasoline vapor charge could attain in a conventional engine, and during all this time piston 4 is applying powerful energy through ball 22 to rotate flywheel 2. The latter part of the foregoing sentence is strictly applicable under conditions, such as with a cold engine, where I do not choose to permit the valve 16 to introduce supplemental substances after closing valve 1. It should be obvious that a total inducted volume comprising the sum of an initial gasoline vapor charge plus a supplemental charge would not double.

It should now be noted how peculiarly interrelated are my intake and my power strokes. In the first place I gave my groove [3 certain particular characteristics in order to obtain the kind of intake stroke I wanted. Then I discovered that these particular characteristics were by chance exactly the characteristics the groove must have to effect the kind of power stroke I wanted. Luckily, the intake and power strokes alternate with compression and exhaust strokes in the 4 stroke cycle. And furthermore the results I obtain with my peculiar intake stroke combine perfectly with the results I can obtain with my particular power stroke in order to attain a prime objective of this inventionan enlargement of that fraction of the potential power of a unit of liquid fuel which can be effectively transformed into actual kinetic energy in an internal combustion engine.

Exhaust stroke Upon completion of the power stroke at C the exhaust valve 8 will have justcompletely opened, and from point-C groove I3 changes its direction to cause piston 4 to move to the left and start the exhaust stroke, which willcontinue from C to A, a. total of 120 degrees. So that on wheel 38 at the left side of flange 46 the exhaust cam will occupy a peripheral distance of 60 degrees, since wheel 38 rotates about the axis of the powershaft I at half the powershaft speed.

As previously explained, the distance from C to A around groove I3 has already functioned to produce the compression stroke so that its characteristics have been defined. It deflects so sharply in the first 40 degrees that, from point C to point D it causes piston 4 to move through half its full compression stroke and I have discovered that the characteristics of groove I3 for the compression stroke are also those -I want it to have for the exhaust stroke.

The hot gases should be scavenged from the cylinder as quickly as possible after completion of the power stroke. 80 it will be seen that in only 40 degrees rotation of the powershaft, half the gases are ejected, and the remainder will be under almost a vacuum pull to follow those ejected so quickly. As groove I3 approaches point A the piston speed has slowed down substantially so that intake valve I may start opening ahead of point A so as to be completely'open'when point A is reached by ball 22.

Although I have directed the description of my improved engine to a power unit employing gasoline for fuel, it should be understood that improvements which have been described may be applied also to a power unit employing diesel fuel. A number of my improvements would be particularly valuable in a diesel engine, particularly my means for changing the pace of a piston during its stroke, my means permitting employ ment of more or less than 180 degrees of powershaft rotation for a stroke, and my means for introducing initial and supplementary fuel charges as described.

In the foregoing description of my improved engine it may be noted that particular emphasis has been given to the objective of obtaining from a given unit of fuel a greater proportional amount of its potential power than conventional engines having a single piston in a cylinder are able to obtain.

If, however, the paramount consideration should be to provide an engine developing maximum power in proportion to its size and weight. as may be desirable in aircraft engines, the useful factors that I have devised means to desirably incorporate in the engine described heretofore engine of great power relative to its size and weight. A description follows.

In Fig. 11 it should be evident that flywheel I02 is a counterpart of flywheel 2 of Fig. l, and flywheel Ill2' a counterpart of flywheel 2. They have merely been moved closer together and their positions reversed, while their axial dimensions have been increased. Cylinder I03 is like cylinder 3 except that it now is a conventional type of cylinder having a single piston I04 and a fixed combustion head and that it is so dimensioned as to provide substantially a 10-inch stroke. The operation of valves, etc., is just the same. The guide I2! is like guide 27 except that it is longer and located centrally of the two cylinders. Single pistons in independent singlecylinders now move simultaneously toward each other on their power strokes instead of having tandem pistons in one cylinder moving away from each other on that stroke. The valve cam wheel '38 central of the engine in Fig. 1

now becomes two such valve cam wheels at opposite ends of the engine, since valves in the right hand ring of cylinders and in the left-hand ring of cylinders must be operated.

It is to be understood that opposite cylinders in Fig. 11 will fire simultaneously and that the timing of the cylinder explosion sequence will be exactly as in Fig. 1 with each cylinder in the ring of cylinders about the powershaft firing in turn.

The operation or the modified engine in Fig. 11 is closely similar to that of Fig. l and many of the actual parts of the engine are identical Having described the engine of Fig. 1 in detail.

it should be clearly evident to any person skilled in the art exactly how the modified engine of Fig. 11 will operate, without it being necessary or desirable to give a long detailed description.

In Fig. 9 is shown a more desirable organization than the simple arrangement shown in Fig. 1 for embracing my propelling ball 22. In Fig. 9 semi-cylindrical groove I3 in the face of flywheel 2 is at all times exactly engaged at all points across the groove by a line contact 69 around one hemisphere of ball 22. The other half of ball 22 is full floating in a nest filled with balls I0 lining the cup II. Cup II is also provided with a thrust bearing I2. The full hemispherical surface contact of ball 22 with cup '20 of Fig. 1 has now become a hemispherical contact by a plurality of spots on ball 22 against balls III and a hemispherical contact at a plurality of spots by balls III against cup II. Obviously such an organization will more effectively insure the free full floating character of ball 22 relative to cup II and reduce friction and a profuse supply of lubricant will be always present in the interstices between balls III. Obviously also thrust bearing 12 will be better adapted to take the severe lateral thrust of ball 22 while propelling flywheel 2 than the plain surface contact shown in Fig. 1. In Fig. 9 cup II no longer has a shank, being bodily received in a socket I3 formed in piston connecting rod 14 and this construction permits bringing the line of reciprocation of rod I4 closer to groove III of flywheel 2. Rod I4 is, of course, guided just as is rod I B in'Fig. 1.

It should readily be perceived that the tender. flywheels 2, 2' of Fig. 1 are an absolute requirement for that engine owing to its tandem piston construction. The engine of Fig. 11 would net require tandem flywheels for this reason. 'ihe reason the engine oi. Fig. 11 does have tandem may also readily be desirably incorporated in an flywheels is so that it may incorporate the ideas 21 of 240 and 120 degree piston strokes and of changing the piston pace during its various strokes. If the service for which the engine of Fig. 11 was intended did not indicate these ideas to be highly important, that engine may be readily modified so as to have only one centrally positioned flywheel bearing a single cam track upon its periphery, to which all the pistons in the engine would connect. A preferable way to accomplish this would be to employ the raised cam track illustrated in Figs. 12 and 13.

Then each piston to the right side of the engine would be directly connected to its opposite piston to the left side of the engine by means of a single connecting rod, and this connecting rod would carry at its midpoint the swivel barillustrated in Fig. 13-which would carry the pair of rollers engaging opposite sides of the rectangular cam track exactly as described. Obviously in this construction an intake or power stroke of a piston at the left side of the engine would be simultaneous with a compression or exhaust stroke of the opposite piston at the right side of the engine, and each stroke of the four stroke cycle of all the pistons in the engine would be 180 degrees.

If the prime consideration in the design of an engine employing the ideas herein described should be to produce, for aircraft use, an engine of the maximum power in relation to its weight, its size, and particularly its frontal area as regards head resistance to flight through the air, it should be obvious that two or even three engines such as those of Fig. 1 or of Fig. 11 could be designed as a single engine having a common crankcase and a single power shaft running the full length of the engine, with all the cylinders in the engine connected to this single powershaft. If the engine of Fig. 11 is substantially 24 inches in diameter and 36 inch length then an engine designed to have the combined power of three such units would be of cylindrical shape, about nine feet in length but still of only two feet diameter. Therefore the head resistance to flight, for such an engine of several thousand horsepower, would not increase as its horsepower increases as do present engines of either the radial or the liquid cooled types. Such engines could conceivably be housed completely within the wing of an airplane so as to add no head resistance to the passage of the airplane through the air, beyond the resistance of the wing itself. and this cannot be done with any presently used aircraft engine. Such an engine could also utilize the novel idea of supercharging as heretofore described, which would greatly increase its desirability for aircraft service. Such an engine would also give a tremendous horsepower in proportion to its weight, far greater than has been even approached by presently used engines.

Having completed a description of my engine and its four stroke cycle, it should be apparent that I have devised means to desirably bring into effect every one of the nineteen factors previously enumerated as being factors that could have a very desirable and useful influence upon the performance of an internal combustion engine. Many of these factors could not be desirably brought into play in a conventional engine such as we have in our automobiles. By bringing into useful play nineteen additional beneficially infiuential factors besides the five conventional dominating factors mentioned as governing the operation of an internal combustion engine, I

believe that I have invented new and useful improvements.

I claim as my invention: a

1. In an internal combustion engine a powershaft, a plurality of cylinders arranged in an annular series about the axis of said powershaft, piston means for each cylinder reoiprocable upon a line parallel to the axis of said powershaft, a ball for each piston means operatively connected to its piston means and engaging a continuous groove disposed upon the peripheral face of flywheel keyed to said powershaft and further disposed in various planes laterally of said peripheral face, said groove being formed to provide an intake and power reach comprising a peripherally minor section inclining sharply in a direction parallel with the axis of said powershaft and a peripherally major section inclining less sharply in said direction, and being further formed with an exhaust and compression reach merging with said first-named reach and comprising a peripherally minor section inclining sharply in the opposite direction and a peripherally major section inclining less sharply in said last-mentioned direction, whereby the pace of each piston is changed during each stroke thereof.

2. In an engine, a piston, a powershaft and a connecting rod having an opening therethrough with its axis perpendicular to the line of piston reciprocation, a ball snugly fitting in said opening and projecting oppositely through the opposite ends thereof, an element moving with said shaft and having a peripheral cam groove therein, and a member providing a rectilinear groove in line with piston movement, the oppositely projecting portions of said ball being respectively operatively received in said grooves.

3. In an engine a piston, a powershaft, a piston rod connected to move with said piston, and means for guiding reciprocation of said piston rod including means formed to provide a groove of substantially semicircular cross section and extending parallel with the line of movement of said piston, a ball, and means constraining said ball to move with said piston rod, said ball being guidingly received in said groove, said pis ton rod having a motion-converting connection with said powershaft.

4. In an engine, a powershaft, cam means mounted to rotate with said powershaft and formed to provide a continuous annular trackway, said trackway having portions inclining axially of said cam means, a cylinder, a piston mounted in said cylinder for reciprocation upon a line parallel with the axis of said powershaft, and means providing an operative connection between said piston and said trackway, said trackway including a first portion inclining rapidly toward one axial end of said cam means, a second portion merging with said first portion and inclining less rapidly toward said one end of said cam means, a third portion merging with said second portion and inclining rapidly toward the other end of said cam means, and a fourth portion merging with said third and first portions and inclining less rapidly toward said other end of said cam means.

5. In an internal combustion engine, a cylinder, a piston mounted for reciprocation in said. cylinder, a powershaft mounted for rotation upon an axis parallel with the axis of said cylinder, an element mounted for rotation with said powershaft and. formed to provide a continuous, sinuous cam track coaxial with said powershaft, said can track consisting of 2a first portion having a peripheral extent of approximately 60 and an axial displacement proportional to approximately one-half the stroke of said piston, a second portion merging with said first portion and having a peripheral extent of approximately 180 and an axial displacement in the same direction proportional to approximately one-half the stroke of said piston, a third portion merging with said second portion and having a peripheral extent of approximately 40 and an axial displacement in the opposite direction proportional to approximately one-half the stroke of said piston, and a fourth portion merging with said third and first portions and having a peripheral extent of approximately 80 and an axial displacement in said opposite direction proportional to approximately one-half the stroke of said piston, and means providing anoperative connection between said piston and said cam track to convert piston reciprocation into powershaft rotation.

.6. In an internal combustion engine, a cylinder, 2, piston mounted .for reciprocation in said cylinder, a powershaft mounted for rotation upon an axis parallel with the axis of said cylinder, an element mounted for rotation with said powershaft and formed to provide a continuous, sinuous cam track coaxial with said powershaft, said cam track consisting of a first portion and a second portion merging with said first portion, said first and second portions each having an axial displacement in one direction approximately proportional to one-half the stroke of said piston but said first portion having a peripheral extent substantially less than that of said second portion, a third portion merging with said second portion and a, fourth portion merging with said third and first portions, said third and fourth portions each -having an axial displacement in the opposite direction approximately proportional to one-half the stroke of said piston but said third portion having a peripheral extent substantially less than that of said fourth portion, and means providing an operative connection between said piston and said cam track to convert piston reciprocation into powershaft rotation.

7. In an internal combustion engine, a cylinder, a piston mounted for reciprocation in said cylinder, a powershaft mounted for rotation upon an axis parallel with the axis of said cylinder, an element mounted for rotation with said powershaft and formed to provide a continuous, sinuous cam track coaxial with said powershaft, said cam track consisting of a first portion and a second portion merging with said first portion,

said -first and second portions having a .combined axial displacement proportional to the stroke of said piston but said first portion having a ratio of axial displacement to peripheral extent greater than that of said second portion, a third portion merging with said second portion and a fourth portion merging with said first and third portions, said third and fourth portions having a combined axial displacement proportional to the stroke of said piston but said third portion having a ratio of axial displacement to peripheral extent greater than that of said fourth portion, and means providing an operative *oon nection between said piston and said cam track to convert piston reciprocation into powershaft rotation.

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